Now that the Highways Agency's revolutionary Active Traffic Management system is operational on the M42, I find out what it's like to drive at 40mph on the hard shoulder - legally.

It’s been a long and sometimes frustrating time in coming, but the M42’s revolutionary congestion-busting hard shoulder running scheme is now operational. The doom-mongers have raised all sorts of objections and I have to admit having my own doubts when I saw the size of the emergency refuge bays being built.

Earlier this week though, I had the opportunity to try it for real during the morning rush hour. I was under the impression that the hard shoulder was only meant to be used by vehicles turning off at the next junction, but the signs advising this were only showing as the junctions were getting close. Fortunately, most people got the idea and there was virtually no lane dodging. What was reassuring was the frequency of the video cameras, no more than 100 metres apart, giving the Highways Agency operators a clear view of any incidents. It’s impossible to gauge how bad the congestion would have been without hard-shoulder running at that time, but traffic did keep moving at the 40mph variable speed limit.

A bright yellow new Highways Agency web site for for truck drivers was launched today and has succeeded in pointing out the obvious. Take for example its section on Planning Ahead. It states
"The most important part of any journey takes place before you set off. Good planning will make sure that you get to your destination on time, with the minimum of fuss and in great shape."
Well yes but surely all profesional truck drivers would know that.
The site adds:
It might seem obvious, but you should always choose the safest route, rather than the quickest. It also makes sense to have an alternative route in mind to allow for accidents or adverse weather conditions and to avoid congestion at peak times."
I tried to go to the Truck Stop guide but once there it just asks you to order printed guide - you cannot download it.
While the site has some good information most of it is useless and I dread to think how much it cost.

Sometimes you wonder just how lazy and inconsiderate some of our truck-using colleagues can get. Not for this scumbag the effort of even finding some poor farmer's gateway - this load was dumped right in the middle of an already tricky T-junction on a busy country lane within sight of the M25 in Surrey!

If you're heading to Ireland, Australia or Italy, you'd better behave - according to the easyCar World Driving Report 2006, they have the most highly enforced traffic laws in the world. Although Italy is also reckoned to have the fastest driving! And did you know that the Belgian motorway system is the only man-made structure on Earth that's visible from the Moon at night? Or that calling a German traffic cop an idiot can cost you a maximum fine of €1550?

The report, compiled by Stelios and his rental company, has gathered the views of motorists visiting the top 20 worldwide holiday destinations. Among its 21 downloadable pages are not just the survey results, but also useful advice for visiting Brit drivers and some intriguing trivia. I've got one major worry, though. How can you trust any report that reckons the Belgians are the most aware drivers?

Imagine my embarrassment on recent MAN press trip to Germany when I was told that I was too fat to drive a truck. OK, so I think the actual phrase used was 'well built', but we all know what that means! I'm well aware that I had a few too many In-n-Out burgers on my recent trip to the States,­ but too fat to drive a truck? That's like accusing someone of being too arrogant to drive a BMW!

Today's morning rush on the M23 was typical, wet, busy but mostly free-moving. I was in the outside lane which was doing around 65mph, following a Ford Galaxy. As I was almost alongside a 26-tonner following a car at a safe distance in the centre lane, the traffic in my lane suddenly started to brake. The Galaxy driver dealt with this inconvenience by diving into the gap on his left, at a stroke reducing the truck's following distance to a fifth. Nothing unusual, you are thinking, the sort of manoeuvre that truck drivers suffer every day. Except that the back of this Galaxy was covered in day-glo stripes and the words TRAFFIC ENFORCEMENT.
While every right-thinking person in this industry supports VOSA's work, allowing clowns like this to represent it is certainly no way to develop the respect it needs. It's not an isolated incident, either, as I've previously seen the way they drive at speeds of 85mph on a busy M25 to leapfrog trucks to pull in for checks at J9.

I wonder how many operators of 7.5 tonners actually realise that they have a little over two weeks to limit their trucks to 56mph?
The new legislation, which comes into force on January 1, 2007, applies to almost every commercial vehicle above 3.5 tonnes that was registered between October 1, 2001 and December 31, 2004. At a rough estimate we are talking about 40,000 7.5-tonners and as many as 18,000 large vans. A year later the regulations will also be applied to those registered after December 31, 2004.
But should someone break the law and fail to limit their vehicles to 56mph, what will the punishment be? That’s exactly what I’ve been trying to discover for the past week, but VOSA is proving extremely unhelpful. All I have managed to find out is that a non-restricted vehicle will fail its MOT.

Truck drivers have never really warmed to roadside restaurant chain Little Chef what with its lack of parking spaces designed to send HGVs elsewhere and a menu that seems rooted firmly in the 1970s. So some may experience a little shudder of satisfaction with the news of its financial woes .

It looks like biodiesel is going to be the hot topic for 2007, and I wouldn’t be at all surprised to learn that a large number of prominent UK hauliers make the switch later in the year.
I’m basing this belief on a telephone conversation I’ve just had with Greenergy – the company that will be supplying a 50% blend of biodiesel to the Tesco truck fleet. A spokeswoman told me their phones haven’t stopped ringing since the announcement that Tesco will run 2,000 trucks on biodiesel from this month.
She said: “A lot of UK fleets were sitting on the fence, wondering if there was a risk associated with it. But the Tesco news must have convinced a lot of people that the fuel is alright.”
But for the time being, the number of companies who move over to biodiesel are going to be limited by supply. Greenergy, which is part-owned by Tesco, has only just put its UK plant into full production and all initial production is destined solely for its number one customer. However it is confident that this will change in a few months when its supply and distribution networks are up to speed.

The scenario was fairly routine in these windy times. M40 southbound, just before J6, a blown over truck was lying on its side beyond the hard shoulder, supported by a crane while its load of mattresses was being hand-balled into another truck. The hard shoulder and first two lanes were coned off with a Highways Agency truck using its giant electronic arrow to point to the right, visible from a good kilometre away.
The only unusual aspect of this incident was the white Transit firmly embedded in the side of the high-vis truck!!!

The Times and BBC, amongst others, reported last week on some statistics compiled by the London Road Safety Unit (LRSU) that suggested that female cyclists were at greater risk of being hit and killed by an HGV than their male counterparts.

Sometimes all you need is that extra something to complete the picture - maybe a smart pair of shoes to compliment that suit for instance.
And the same philosophy applies to Toyota’s Hilux, which failed to live up to its potential on launch back in 2005. We were somewhat flummoxed when it was paraded around with a paltry 101hp under the bonnet – particularly when Nissan had recently crashed the party with its innovative Navara sporting a gratuitous 171hp.
Have no fear, said the Japanese company, check out our new and improved torque curve, and so we did. And as one cowboy said to the other, we concluded there’s no substitute for horses.
So now they’ve given us a 3.0-litre D-4D unit with 170 horses and we can say with all honesty that the picture is now complete. Ok, its suspension might be more off-road biased than some of its rivals, but isn’t that the point with these machines? In its element there little to beat the Hilux thanks to the excellent chassis and dynamic suspension action, but the icing on the cake is new engine which allows you to push on without having to put your foot to the floor.

For the complete road test check out the 2nd August edition of Commercial Motor

The second day was all about cementing the skills I had learned the previous day and gaining some new ones.

With no big introduction needed this time we hit the road just after 8am. The initial couple of hours went pretty well; I was confident coming up to roundabouts and selecting the right speed.

But I was of course still learning – which meant that something had to happen. I mounted my first kerb in spectacular fashion after attempting a right turn at a large inner-city roundabout during rush hour. The gear was correct and so was the initial positioning – but I should have been that little bit more forceful. My trainer Alan, who is very calm and objective after mistakes like that, told me that I should have positioned myself that little bit wider after pulling out into the roundabout – no big deal, just practice.

Look – no ‘L’ plates!

The test is over and the only words I can think of are joy and relief.

This morning was a slightly earlier start than normal, as we wanted to get some practise in before the test at 10.30am.
First and foremost, the vehicle was checked over as usual……….and then again. Alan said the last thing you want to happen is the truck to fail before the test. He even brought along some spare brake lights just in case.

If you're ever at a party and get caught in a conversation with a Mercedes engineer, the chances are you'll be thinking whether faking a full blown heart attack would be less hassle than nodding obediently as they bestow the benefits of the company's new cup holder design. But if this scenario has negative connotations, the positive side to this level of commitment to the company cause can be seen in its product - in particular the Sprinter van.

On its press launch we were forcibly held down as one engineer after another was wheeled out to present to us their particular specialist areas in its development - bestowing the benefits of the technology employed with all the enthusiasm someone might have over their newborn son.
However, after we regained consciousness it was plain to see that its new van was a significant step forward in terms of productivity and safety. Adaptive ESP and intelligent crash repair systems where complimented by never-seen-before options such as automatic side sliding doors and thorax airbags to name a few.

We've recently returned to the Merc, testing it in 150hp, complete with the company's five-speed automatic, and found this combination made perfect sense. Anyone working in multi-drop work will find the reality of the urban environment requires you to concentrate, not just on the cramped road ahead, but also on your particular destination at the time. Having an auto significantly eases the stress in such a scenario, allowing you to focus on other matters - and to top it all it should ease fuel consumption and reduce overall cog wear.

For the full road test check out the 23 August issue of Commercial Motor magazine

The new Driver Certificate of Professional Competence (CPC) is meant to apply to truck drivers in 2009. But a new consultation document from the Driving Standards Agency details plans to toughen the theory test from April 1 next year. From then the theory test will increase from 60 to 100 multiple choice questions and 19 hazard identification clips instead of 14 currently. Drivers’ with the qualification will be issued with a Driver Qualification Card.The Government has issued a full consulation document about the intoduction of the CPC, which will see all truck drivers having to undertake 35 hours training every five years.

Will Shiers’ fascinating report from the Moscow International Motor Show clearly shows that the Chinese are coming in a few years time with cheap trucks designed for Europe. The vehicles are improving rapidly.
But it could be not only the trucks from China but also drivers from China. I attended a recent conference organised by Truck Europe where several speaker forecast Chinese drivers being used in Western Europe in five years to fill the dire shortage of drivers. Operators are having to go further and further east to find people willing to do the work.
It may sound strange, particularly as our driver shortage has reduced recently. But don’t forget that one in six drivers are over 55 and there are few new people coming into the industry, according to Skills for Logistics.

Renault’s Premium struggled in its early days as a Spartan product devoid of pleasure. Operators, tempted by cheap price tags and favourable buy-backs, snapped them up en masse at a time when driver retention was not the problem it is today.

Trouble is when you sell yourself short all the hard work you spend as a manufacturer trying to recover can be easily lost. Today more drivers get a chance to choose their weapons and will remember what the Premium was, rather than what it is today – writing it off with out giving it a chance.
So what is today’s Premium all about. We have tested the 6x2 Premium 450.24 AML Euro-5 with the Optidriver+ transmission. It drives well, changes smoothly and intelligently, likes to lug down the box, and handles comfortably. Most importantly its more economical than its Euro-3 equivalent.
The light coloured interior is easy on the eye but the cab layout needs a rethink if it is to offer something different or better than its contemporaries. Read CM’s 27 September 2007 issue to get the full lowdown.

As news editor on Commercial Motor learning what the readers do and how difficult it is is an important part of the job. So learning to drive an artic is an obvious way to find out.
It’s been several months since I last drove a truck and while some of my colleagues suggested that doing your C+E training is much easier than Cat C, I was still wondering whether I remembered any of it when I turned up at Scania South East in Purfleet and met up with my Scania Driver Experience instructor Dave Scrivens again.
As with the rigid lessons, Dave drove the truck to a quieter section of road before handing me the keys and letting me in the driving seat.
However once I was back behind the wheel it was as if I’d never been away.
Of course I had a few moments when I ran over the curb - forgetting I was driving a much bigger vehicle. And there were a few tricky turns that Dave had to talk me through because the artic is so big. However all in all the driving went well.
The bit I wasn’t so confident about was my first trailer de-coupling exercise. I’m sure I can learn the procedure, but actually doing all of it was a bit of a challenge. I’m not a pathetic female, but I did struggle to release the fifth wheel coupling. I’m hoping that with a pair of gloves that actually fits and a bit more practice I’ll get the hang of it tomorrow. Afterall, some it has to be technique rather than brute force.
I think a bit of time thinking over what I've learnt today is in order for tonight before getting back behind the wheel tomorrow.

Going backwards.

The second day of my training was all about going backwards. Having never reversed anything with a trailer before my trainer Dave decided that it would be a good idea to spend all day reversing. Scania is lucky to have the use of a yard owned by Maritime in Tilbury to use for reversing which meant I really didn’t have any excuse not to try again and again and again.
After a few attempts I managed to reverse in a straight line, but it was the reversing exercise that seemed the most daunting. Turning the steering wheel left to go right and right to go left just seems altogether strange.
But Dave very patiently talked my through the process and then did it again when I made a complete mess of it. After a few more attempts where I turned the wheel too much resulting in the trailer pointing in the wrong direction Dave showed me that once the truck was moving backwards there was no need to have your feet on the pedals and just the smallest of movements with the wheel would correct the direction. With just the steering to think about I seemed to get a bit better . Not perfect, but better and by the end of the day I could get the truck into the bay with one or two shunts - which would be good enough in the test.
Yesterday’s problem was the de-coupling the trailer, but today I managed it - twice so I’m a bit happier about that. I just need to remember what order to do everything in. I do think I’ll have a big bruise on my shoulder tomorrow though because I was pushing it against the trailer to pull the pin out of the fifth wheel; but at least I can move the thing today, unlike yesterday.
Tomorrow is more reversing and those dreaded country lanes.

The day before test day

Once again the day started with a trailer change, which all went to plan and then it was back to the reversing.
I had remembered most of what I did yesterday with reversing and so most of my attempts worked with one or two shunts. However when I got it really wrong I didn’t know how to get myself out of the mess I was in and then it all when horribly wrong. The first part of the manoeuvre was fine every time, but the problem came with lining the rear of the trailer up with the bay and then getting the lock off. Dave says I’m not getting the lock off quickly enough and that’s why I need to use the shunts. Apparently I have it lined up perfectly and by not putting the right hand lock of quickly the trailer goes round too far. He also warned me not to go too far once I realise its not going to work - better to take the shunt and try again than accidentally hit a pole, a cone or the curb because that would be a fail.
However, as with yesterday, I did manage to get it into the bay in one go - but only the once. I need to pray for one of those tomorrow in the test.
It was then out onto the road. There were a few nasty corners that Dave had yet to show me, so we went to discover and conquer these. Otherwise my general driving was fairly good and I only had a few close calls with the curb.
After lunch I did a mock test. The route Dave took took me on included some very narrow lanes and of course there were buses and trucks coming in the other direction. We then headed into more built up areas with a few tight left handers to negotiate without taking the railings too. Back at base Dave said I had seven minors which is a pass; you’re allowed up to 15. But some of the faults were silly things, like taking too long to get going with the gear change exercise and then failing to look over my shoulder and bad habits from the car such as looking in the mirrors and putting the indicators on at the same time, rather than doing one and then the other.
So hopefully I can master the reverse in the test tomorrow and then avoid the curbs when I’m out on the road; at least I have the morning to practice before my test at 1.00.

As going backwards is definitely my weakest link, the first task of the morning was to practice reversing. It still hasn’t clicked and sometimes I can do it and sometimes I can’t. It’s very frustrating.
However I did manage to get the truck into the bay in one go without any input from Dave - but only the once.
It was then out on the road to make sure I had all those tricky little corners in my mind in case they were part of my test route.
At 12.30 it was off to the test centre in Purfleet in time for my 1.00 appointment, but by this time it was absolutely tipping it down which was not wanted I wanted for the test.
Having met the examiner it was out to the vehicle for the show and tell questions which went okay. Then it was onto my favourite bit - the reversing. And I made a complete mess of it and went over the curb on one side of the yard. I still managed to get into the bay in two shunts - which was a surprise considering I was at totally the wrong angle when I went up the curb. Knowing I had already failed I went out on the road, which seemed to go alright, although the examiner kept getting me to pull over and then pull off again.
Back at the test centre I started to procedure for the trailer change, but the pin to release to fifth wheel got jammed so I had to give up - but I knew I’d failed so I wasn’t too upset by it. Dave checked it later and he couldn’t move it either, so it wasn’t just me being a weakling.
Out on the road I only got six minors, so if I can just master the reverse I’m in with a chance of passing next time. So if anyone is brave enough to help me with the reverse and has the space and a spare 44 tonner then I would much appreciate it.

Having failed my C+E at the first attempt I headed back to Scania South East in Purfleet for a day of training before taking my re-test tomorrow.
I haven’t driven a truck since I failed my test at the beginning of last month, so it was great to get back in the Scania and head out onto the road. This time I’m sharing with another student which means I also get the chance to watch what he’s doing and learn how he takes the tight turns.
Fortunately everything comes flooding back once I’m behind the wheel and it’s like I’ve never been away. But then comes the time to practice reversing. I messed the reverse up horribly in the last test and I’m worried that this will be my downfall again.
This time my instructor Dave Scrivens says I should judge when to take the right lock off and put the left on based on how far the tyre is from the curb, rather than looking for markers on the trailer.
The first attempt is a bit messy even though Dave is talking me through it, although I get it in the box with one shunt. After another go with Dave’s instructions, he leaves my to try a few on my own and surprisingly they work. One went in straight away and another took one shunt. I’m a little happier about the reverse now, but I still fear it could go horribly wrong in the test - again.
Next up was a trailer change. The day after I took my last test I sprained my right thumb and I’m still feeling the affects of it, so I’m a little worried that I will struggle with the trailer change. Everything goes well until I try to reattach the air line and the sore thumb makes it a bit difficult. I do manage, but it takes a few attempts.
Then it’s a out on the road. Firstly as a passenger. Then I get to drive and Dave takes me down all those nasty narrow lanes, but I have no problems.
I just hope it all comes together tomorrow and with a bit of practice before the test the reversing doesn’t let me down.

It was a late start today because Dan the guy I was sharing the cab with yesterday had his test at 8.30am. He passed which is great. My turn next perhaps.
First off we head out to Grays town centre for a quick reminder of how to go round the one way system. Dan went that way on his test, so Dave wants to make sure I remember how tight it all is.
Then its off to Maritime’s yard to do some more reversing. And surprisingly I seem to be able to do it this morning. I do the exercise in once go five times in a row. On the sixth I needed one shunt, but even so I think I may finally have cracked it. Then I did a trailer change and the air line seemed a little easier to put back on today - or maybe I’ve just remembered the technique.
Then it’s out on the road to get a bit of practice in before the test. Apart from clipping the curb once it all seemed to go okay.
So to the test centre.
The reverse went fine - in in one again, so I was very pleased with that and I thought I may be able to pass.
But at the third roundabout I had to sit for a long time waiting for a space to pull out. There were cars everywhere. And when I did finally pull out I was a bit flustered and clipped the curb with the trailer.
The rest of the drive went fine, apart from following a very lost German truck that was going up all the curbs as it went very slowly.
Despite a bit of trouble with the airline again in the trailer change that went off well too.
So despite only getting two minors, I failed with one serious for my little trip up the curb. Oh well. Dave is very disappointed and immediately gets me booked in for another test in three weeks time. So here’s hoping it all comes together then.

After several months without driving an artic it was back to Scania in Purfleet to try an pass my C+E for the third time.
I had a day of training before the test and met up with Dave my instructor at 8am. And the first things I did was a trailer change.
Once again I had hurt my hands. My right thumb is sprained but on the mend and my left thumb has a strained ligament and is not in good shape. So with my left hand strapped up I set about the trailer change. It all came flooding back to me and I made the change without much input from Dave - apart from a bit of help trying to work out how I can reattach the airline without hurting my hand(s) too much.
At 8.30 Alex turned up. I’m sharing a cab with Alex for the next few days. Another interesting fact about Alex is that his Dad runs Maritime - hence the LGV training.
I drove first and we ventured into Romford as we retraced my test route from last time and looked at the offending roundabout that I fell foul of in the test. This time everything went well, apart from a few gear selection problems. I never could resist pressing the ratio change button!
After an hour on the road, Alex and I swapped places and he drove through Grays town centre. It’s a horrible one way system at the best of times, but a van parked by a junction makes it even harder and Alex does well to negotiate the tight space.
After lunch it was off the the Maritime yard to do some reversing - my favourite. Amazingly it all falls into place and I get it in in one attempt every time. A few controlled stops and a trailer change (this one does hurt my hand) and a bit of time watching Alex do the same and it’s back out on the road.
This time it’s my turn to drive through Grays. Roadworks which have appeared since Alex’s drive through earlier actually make it easier because there is less traffic in the one way system. With that safely out of the way it’s back to Scania’s yard to end the day.
I just hope the driving hope as well tomorrow.

We meet up at Scania’s yard in Purfleet at 8am and Alex spends the first few hours behind the wheel. I feel extremely sleepy and doze a bit, but then think I’d better look at the routes Alex is driving in case they come up in my test later.
At 10am we drop Alex off at Lakeside and after a quick break I get behind the wheel and get a bit of practice in before my 1pm test.
I do manage to clip a curb in a tight roundabout section in Averly, but better now than in the test. The rest of the driving goes well and Dave says it’s nice to be driven around by someone ‘who can actually drive’. His words, not mine.
At 12.30pm we head to the test centre in Purfleet. I’m a bit nervous about the reverse as I haven’t practiced it today and I hope my sore thumb holds up for the trailer change. And the weather is looking a bit menacing - I just hope the rain holds off until I’ve finished.
My examiner this time is Tony Mott. He was my examiner for the Cat C test.
So it’s off outside for the reverse. Disappointingly after lots of perfect reverses yesterday I need to take two shunts to get the truck in the bay, but at least that’s good enough for a pass. The controlled stop goes without incident and so it’s out onto the road. The gear change exercise is no longer part of the test, so that’s one less thing to worry about.
We head off into South Ockenden, a route that includes a rather tight left turn. Then it’s out into the lanes. Everything seems to go well and other drivers are considerate which helps me get through some tight spots. After a bit of dual carriageway it’s back into the lanes.
Again everyone seems to be on my side today, with people waiting while I get through some tricky turns. Even Tony comments, suggesting I’ve been out bribing other drivers to be nice!! I tell him CM doesn’t pay me enough to bribe anyone unless they’re really cheap.
The route takes me back to Averly and those tight roundabouts - this time from the other direction. Fortunately there is not too much traffic around and I have time to get the speed right down and go through slowly, brushing the curb on one of them. And then it’s back to the test centre.
It’s starting to drizzle as I start the trailer change, but I came prepared with a waterproof coat. It all goes well until it comes to reattaching the air line. Tony says I should leave it so I don’t injure my thumb any further and adds it will not affect the result of the test. By the time I’m done it’s tipping it down, but I’ve passed with 10 minors. Dave reattaches the airline for me and we head back to base. Dave is pleased I’ve passed - probably glad to see the back of me.
I would like to thank Scania and particularly Dave for all their hard work in helping me to get my Cat C and C+E. Thanks guys.

The TruckNet UK Xmas party

Recipe for a great night out:

Take one hotel, add a large number of drivers and truck owners, a sprinkling of booze and a quantity of items for auction, mix for a few hours and you get the annual TruckNet UK Christmas party.

In the best tradition of drivers, we all turn up a month or so late for the festive get together, on the 2nd of Feb this year the event was hosted at the Longford House hotel in Cannock.The party is a very informal event, with attendees arriving from all over the country. During the course of the evening alcohol has been known to be taken by some of those there, helped by a generous tab behind the bar provided by RBI.

This years event was supported by DAF,Scania, Iveco and Volvo, with those manufacturers providing an amazing display of items to be sold in the fun charity auction. In fact so many items were kindly donated we don't think anyone left the hotel empty-handed, or without being relieved of some of their cash. Thanks to the sponsors a great total of £700 was raised which this year wll be going to the Motor Industry and Allied Trades benevolent fund (BEN).

But the night is not all about raising money, users of the TruckNet UK interactive forums get to meet face to face those they have been having discussions with all year, surprisingly, despite being a meeting of the industry, trucks and trucking didn't seem to be the dominant discussions. With the ladies especially debating more on the merits of ordering more profiteroles and commenting on the attire of 2 Scotsmen dressed in traditional regalia.

Every year the event draws in more and more people, and already plans are being made to attend next year. If you enjoy a good night out. book a date in your diary for early 2009 when once again we will be celebrating the festive season late.

YouTube never fails to raise a smile.

As ford's go this is a monster.